On March 5, 2019, about 1500 eastern standard time, an experimental amateur-built Velocity RG, N101WV, was destroyed by a postcrash fire after it impacted an approach lighting system and terrain while landing at the Statesboro-Bulloch County Airport (TBR), Statesboro, Georgia. The commercial pilot was not injured, and the flight instructor sustained minor injuries. The airplane was operated by Mission Hardware Ltd as an instructional flight conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Day visual meteorological conditions prevailed, no flight plan was filed for the flight, which originated from Savannah-Hilton Head International Airport (SAV), Savannah, Georgia, about 1400. According to the pilot, he was receiving instruction and transition training for the Velocity RG from a flight instructor. After performing a series of maneuvers while en route from SAV, they entered a left downwind for runway 32 at TBR. They intended to practice takeoff and landings before returning to SAV. The pilot stated they were on a stabilized final approach at about 100 knots, into a headwind that was gusting to 18 knots. He noted that the typical approach speed in the velocity is 80 knots. On short final approach, the airplane sank abruptly and lost about 20 knots of airspeed, about 15-20 ft above ground level (agl). The pilot initiated a go-around procedure, added additional power and full aft stick. The airplane appeared to climb when the right main landing gear struck an approach light. The airplane then "pancaked" onto the runway and rotated clockwise before coming to a stop. The pilot and the flight instructor then exited the airplane before a postcrash fire ensued. The flight instructor provided a similar description of the approach, and stated that just before the airplane's nose pitched down, while flying at about 15 to 20 feet above ground level, the pilot was flying the airplane at an airspeed around 90 knots. The flight instructor further stated that he typically flew approached in the accident airplane make and model at an airspeed that was 10 to 15 knots faster than the airplane's stall speed of 70 knots, and would typically add an additional 10 knots of airspeed for approaches in gusty or crosswind conditions. Both pilots stated they believed they encountered wind shear on short final approach. A Federal Aviation Administration (FAA) inspector responded to the accident site and examined the wreckage. The majority of the wreckage was consumed by fire. The winglets and propeller, at the rear of the airplane, were the only portions of the airplane that did not exhibit thermal damage. The airplane came to rest to the right of the runway in the grass. There were multiple gouges in the ground starting at the landing lights leading towards the runway. The pilot held a commercial pilot certificate with ratings for airplane single- and multiengine land, instrument airplane, and rotorcraft-helicopter. He held a flight instructor certificate with a rating for airplane single-engine, and instrument airplane. He held a mechanic certificate with airframe and powerplant ratings. His most recent FAA second-class medical certificate was issued December 5, 2018. He reported 4,300 total hours of flight experience on that date. The flight instructor held a commercial pilot certificate with ratings for airplane single- and multiengine land, and airplane instrument. He held a flight instructor certificate with ratings for airplane single-engine and instrument airplane. He held a repairman experimental aircraft builder certificate for the accident airplane make and model. His most recent FAA first-class medical certificate was issued September 11, 2017. He reported 1,790 total hours of flight experience on that date. The four-seat, single-engine, low-wing, canard-equipped airplane was built in 1995. It was powered by a Lycoming IO-360, 180-horsepower engine. A review of the airplane's maintenance records revealed that the most recent condition inspection was completed on January 17, 2019. At 1455, the weather conditions reported at TBR included, wind from 320° at 13 knots, visibility 10 statute miles, clear skies, temperature 13° C, dew point -1° C, and an altimeter setting of 30.05 inches of mercury. At 1435, about 25 minutes before the accident, the winds were 320° at 13 knots, gusting to 16 knots. At 1515, about 15 minutes after the accident, the winds were 320° at 9 knots, gusting to 20 knots. The FAA Airplane Flying Handbook (FAA-H-8083-3B), states for landing in turbulent conditions, us a power-on approach at an airspeed slightly above the normal approach speed. This provides for more positive control of the airplane when strong horizontal wind gusts, or up and down drafts, are experienced. One procedure is to use the normal approach speed plus one-half of the wind gust factors.